I’D never heard of Bill Nix until one day recently when I stumbled upon a selection of his paintings on display at the old Mark Foy’s building (these days reincarnated as the legal eagle-infested Downing Centre). His one-syllable name rhymes with that of another, very different artist of a different era from Europe, Otto Dix, who was one of the principal dissident artists who visually chronicled the social and political decay of post-World War I Weimar Republic German society, and the scourge of Hitler and the Nazis.
Dix’s 1920 ‘The Skat Players’
Nix’s paintings behind the glass of Liverpool Street Mark Foy’s entrance have a unmistakable gritty realism to them and are of a different ilk, style-wise, to the unglamourised, intended-to-shock, expressionistic and surrealistic paintings of Otto Dix, depicting the grotesque, the deformed and the anguished denizens of interwar Germany. The collection of Nix’s work at Mark Foy’s, also unglamourised, adhere to a single theme, the depiction of work life at the long-disappeared Cockatoo Island shipbuilding industry. Nix’s group portraits of the workers, blue collar, office workers and other employees of Cockatoo Island between 1950 and 1980, contain an intimacy borne of personal experience…the artist worked on the island in the 1960s and 70s first as a errand boy, then apprenticed as a fitter-and-machinist and lastly as a draughtsman.
The artworks on display, all done in oil and charcoal on canvas, are a part of larger collection of Nix’s paintings and drawings entitled ‘The Boys from Cockatoo’, focusing on a range of work activities relating to the shipyard including catching the ferry to work, ship repairing and labouring, union meetings, blacksmith shop, the drawing office, the canteen, etc.
‘The Boys from Cockatoo’ series had its public debut in 2008 with a 20-painting exhibition at the Australian National Maritime Museum, which Nix later expanded on to add new works inspired by his memories of the variety of day-to-day routines undertaken by workers at Cockatoo Island.
MORAL and physical decay was a preoccupation consuming the minds of Victorians in the late 19th century. Many Britons harboured nagging doubts that the world’s foremost empire might be in decline? The fear manifested itself in art and literature, especially in Gothic novels such as Dracula and The Strange Case of Dr Jeckyll and Mr Hyde and Dracula. Contemporary commentators, social campaigners, liberal imperialists and advocates of ”national efficiency” proffered a raft of varied explanations for the alleged condition of society. Blame was attributed to the rising crime rate, insanity, poverty, unemployment, immigration, radicalism, sexual deviance, feminism, VD, the transformation away from rural life to the disease-ridden towns and the very stresses of modern civilisation (labelled “the dark side of progress”) (‘Deviance, disorder and the self’, www7.bbk.ac.uk).
The Second Boer War, erupting in 1899, did nothing to settle these concerns. Imperial Britain’s early sub-par performance in the conflict against a “rag-tag” army of Afrikaner farmers fed into the rising tide of British fears of the degeneration of its racial stock. The first portends emerged even before the hostilities began – in the recruitment halls of Britain. The early Boer victories required British reinforcements from home leading to a manpower dilemma – the unhealthy British cities and slums churned out recruits from the working class who were “narrow-chested, knock-kneed, wheezing, rickety specimens” of men. At the time of the Boer War the average British soldier was of diminished stature, shorter than that of 1845…40% of those volunteering in Manchester recruitment halls were rejected as unfit for military service. By 1901 the percentage had increased even moreⓐ.
Afrikaner farmer-soldiers
Once the fighting began the lacklustre efforts of the British soldiers struggling to gain the upper hand left their Australian and New Zealand counterparts with a negative impression of the home country’s martial capability. While British soldiery laboured, the Australasian contingents of soldiers conversely equipped themselves well. Colonial troops from Australia and New Zealand possessed natural ability to shoot and ride, equipping them to perform well in the open war on the veldt…this plus their ‘bushman’ capacity to live off the land, meant that they clearly adapted to the South African conditions better than the British soldiersⓑ.
The Antipodean soldiers’ take home message from South Africa was that the “old Britons” were in decline, and that they, the “new Britons”, represented the “coming man”. This view fed into earlier established myths – Australia benefitted, it was said, from a climate infinitely better than Britain, a lavish land … making for a vigorous and healthy ‘race’. WK Hancock described the Australian ‘type’ of man as a harmonious blending of all the British types, nourished by a “generous sufficiency of food (good diet) …breathing space (vast countryside) and sunshine”. At the same time British voices were ominously warning of “racial suicide” and the waning of the nation’s “racial energy”, the self-styled “Better Britons” of Australia and New Zealand were talking up their own supposed “racial vigour”.
Britannia saving the world from barbarism (Source: http://teachmiddleeast.lib.uchicago.edu/historical-perspectives/middle-east-seen-through-foreign-eyes/islamic-period/image-resource-bank/image-07.html)
Footnote:“Degeneracy” out of vogue As Victorian Britain evolved into Edwardian Britain, the fears of racial deterioration didn’t diminish, birth-rates which were already in decline going back decades had plummeted dramatically since the Victorians. However, by the time of World War I degeneration theory had lost favour, advances in the understanding of genetics and the vogue for psychoanalytic thinking had prompted its obsolescence (‘Degeneration theory’, www.artandpopularculture.com).
Source: PinterestPostscript: Decadence and decay
“Decay” is closely related to the word “decadence” (Latin, decadentia, meaning ‘fall”. In 19th century imperialist thinking decadence and decay was a characteristic associated with the colonial anxieties of empire. The phenomenal success of the imperial powers, it was thought as in the case of past examples like Rome, made the elite complacent and weak, thus the seed of its downfall. The response of contemporary Europeans was a preoccupation with the morality and cultural values of their own societies (‘Decline and Fall’, William Rees, History Today, January 2023).
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ⓐ one contemporary commentator, cricket writer Albert E Knight, thought the remedy for the physical and moral degeneration of Englishmen lay in cricket – advocating for the creation of more playing fields as an antidote to the decline of young working class men, so that they could be the beneficiaries of the ”cricket way of making honest and healthy Englishmen”
ⓑ a report conducted in 1904 with the title “Inter-Departmental Committee on Physical Deterioration” confirmed that Britons were even more physically unfit than the war had suggested
THE absence of cars in cities during the coronavirus lockdown has been a boon to cyclists, both for the recreational kind and for commuter cyclists. There has been an “unprecedented surge in popularity” of bicycle traffic—even in the land of the automobile, the United States—with many bike shops reporting a doubling of their average sales…such is the demand now that bike manufacturers can’t build them fast enough [‘Cycling ‘explosion’: coronavirus fuels surge in US bike ridership’, (Miranda Bryant), The Guardian, 13-May-2020, www.theguardian.com; ‘Australia is facing a ‘once in a lifetime opportunity’ as cycling booms, advocates say’, (David Mark), ABC News, 16-May-2020, www.abc.net.au].
Starley’s Rover (Source: sewalot.com)
The renewed present enthusiasm to take up bike-riding in response to the pandemic recalls earlier periods of “bike-mania”in the West—late 1860s to mid-1870s and the 1890s—as the humble bike was evolving into its modern form. Credit for the basic look of the standard, no-frills bicycle as we we think of it today is generally given to John Kemp Starley for his 1885 invention, the “Rover Safety Bicycle”. The Rover’s similar-sized wheels, chain drive attached to the crankshaft and rear wheel, diagonal frame and relative lightness (20kg) retains the basic design of the modern bicycle [‘Pedal Your Way Through the Bicycle’s Bumpy History’, [Evan Andrews), History, 30-Jun-2017, [www.history.com].
1889 Ladies Rover Safety Bike (Image: bicyclehistory.net)
The Rover was seen as a curiosity at first, but when two years later John Boyd Dunlop manufactured the pneumatic tyre, it was a game changer for the new bicycle. Starley’s prototype and all two-wheelers that followed now had a smoother, cushioned ride on the typically bumpy roads of the 19th century. Being lighter the new bike also went faster [‘How bicycles transformed our world’, (Roff Smith), National Geographic,17-Jun-2020, www.nationalgeographic.com].
Most folk are aware that before the modern bicycle there was the penny-farthing – also known as the high-wheeler or by the all-purpose term, the ‘ordinary’. The farthing, whose feasibility owes much to French mechanic Eugène Meyer’s innovation of the tension-spoked wheel, was popular through to the end of the 1880s but prone to accidents❉. The lineage of the modern bike however goes back still further – to the bulky, all-wood laufmaschine (“running machine”), invented by Karl von Drais in 1817 in western Germany. The laufmaschine⌧ was the first mode of transport to utilise the in-line, bi-wheel principle, but slim-lined and graceful it wasn’t! Bereft of pedals, brakes and chains, it was propelled by the rider pushing against the ground. The addition of pedals came with another German inventor, Philipp Moritz Fischer, and modified by a French blacksmith/ inventor, Pierre Michaux, both contributing to the development of the modern bicycle. The 1860s brought a variant on the velocipede known as the ‘boneshaker’ (aptly describing the experience for the rider). Nonetheless, with its stronger and malleable metal frames it sparked the first bicycle craze in France which then spread worldwide. By the 1870s the ordinary was state-of-the-art in bikes with its hollow steel tubular frames and forks, steel rims and solid rubber tyres. By now the bike epicentre had crossed the Channel to England and the new standard became the ‘Ariel’ model designed by James Starley of Coventry (uncle of John K Starley), who added centre pivot steering, tangent spokes and a mounting step [‘A Beautifully Illustrated History of Nearly Two Centuries of Bicycle Design and Technology’, (Tony Hadland & Hans-Erhard Lessing), Slate, 22-Jul-2014, www.slate.com; ‘From boneshakers to bicycles’, Britannica, www.britannica.com].
The Drais Laufmaschine, 1817
1890s, the world gone crazy for the bicycle
By the 1890s demand for the new safety bicycle saw mass production take off. The earlier “high rollers” were now past tense. Bikes were now practical and stable vehicles with gears and brakes, the earlier serpentine-shaped frame replaced by a diamond pattern. By the decade’s end most bicycles were only 11 to 16 kg in weight (Britannica). Another technological breakthrough making riding easier for the cyclist came in 1898 when Briton William Reilly invented the prototype for variable gears, a two-speed gear called “The Hub”. Columbus Bicycles in Hartford, Connecticut, could make a bicycle a minute due to the speed of its automated assembly line – a technological innovation later successfully copied by the automobile industry⟴. The transfer of technology from bicycles could be seen in various ways. Both Henry Ford and the Wright brothers started as bike mechanics before making the switch to the invention and production of other, more advanced forms of transport (Smith).
Instrument of freedom and independence
The bicycle gave the masses mobility, it no longer mattered that the less well-off couldn’t afford to travel by horse and carriage…bicycles were affordable, lightweight and easy to maintain. Ordinary folk suddenly were able to explore the countrysides, visit towns and places – far and near. Just about everyone, it seems, got into the act of riding bicycles – royalty and rulers in places like Russia, Zanzibar and Afghanistan took up cycling; First-wave feminists – Susan B Anthony declared that “bicycling emancipated women more than anything else”; women were especially enthusiastic as the activity allowed them to escape their voluminous and cumbersome Victorian skirts for more practical attire such as bloomers. When the lighter, less unwieldy safety bicycles came along, police in the UK were quick to adopt them in their work. Likewise, the NYC police commissioner Teddy Roosevelt mounted the city police on bikes to apprehend the new “public danger” of ‘scorchers’ (“speed demon” cyclists ) (Smith).
Source: Pinterest
The new craze for bicycles got the nod of approval from the US medical fraternity as well…advocated by doctors as “a boon to all mankind, a thing of beauty, good for the spirits, good for health and vitality” [David McCullough, The Wright Brothers: The Dramatic Story Behind the Legend, (2015)].
The conventional explanation for the demise of the bicycle boom is the rise of the commercially-viable automobile, but other factors may have contributed to the bicycle’s decline, such as the rapid growth of the early mass transit systems such as streetcars and trams which were a more practical alternative to bikes, especially in bad weather (Britannica).
1971 Tour de France (Source: Profimedia)
Endnote: in 2020 with the wholesale disruption to international sport due to COVID-19, the world’s premier event in the cycling calendar, the Tour de France was in a very select group of major sporting events given the green light to go ahead as normal, albeit delayed.
Columbia Bicycles, Connecticut (Source: etsy.com)
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❉ the penny farthings were inherently unsafe hence the name applied to Starley’s improved-design bike, the Rover safety bicycle. Also appearing around this time were the tricycle and the unicycle
⌧ it also went by other names, draisienne and vélocipède, and by the derogatory name, “dandy horse”
⟴ Columbia Bicycles got into the business in the 1870s when its proprietor and bike enthusiast Albert A Pope starting importing Excelsoir Duplex ordinaries from England, the manufacturer also formed the League of American Wheelmen to advocate for better roads in American for bicycling – the “Good Road Movement” of the 1890s [‘Albert Augustus Pope’, Wikipedia, http://en.m.wikipedia.org]
”I scream, you scream, we all scream for ice cream”
~ the words of a popular 1927 novelty song…prompting numerous later references to the refrain dotted throughout American popular culture, eg, ads for Hersey’s ice cream; a prison chant in Jim Jarmusch’s cult 1986 indy film Down by Law; etc., etc.
‘Down by Law’.
🍦🍦 🍦 🍦 🍦 🍦
Source: truelocal.com.au
For anyone growing up in suburban Melbourne or Sydney or one of the larger conurbations in 1960s and 1970s Australia, the familiar strains of the “Greensleeves” tune permeating the local neighbourhood in Spring or Summer-time could mean only one thing – the approach of a Mr Whippy ice cream van. Within seconds queues of animated parents and children would form in anticipation of indulging in their favourite soft-serve frozen ice delight.
Like most popular commercial trends the mobile ice cream van was an import to these shores. The archetype Mr Whippy emerged from the English Midlands city of Birmingham in 1958, starting with a modest six vans and copying the formula, look and business plan of America’s Mister Softee ice cream trucks (see below). By 1961 the homegrown Mr Whippy fleet on the road had extended to 150 vehicles. Mr Whippy came to Australia when company founder Dominic Facchino shipped six pink and white Commer Karrier vans out to Sydney in 1962. Two years later Mr Whippy vans landed on the shores of New Zealand. By this time Facchino had sold the business which was eventually acquired by industry giant Unilever. By the 1970s the Mr Whippy franchises down under were sold to private operators who varied the vans’ styling and colours (‘1962 Mr Whippy arrives in Australia’, Australian Food TimeLine, www.australianfoodtimeline.com.au). The NZ Mr Whippy operators switched vehicles (to Isuzu Elfs) as well as colour schemes (a common choice became orange and white with a yellow stripe)𝟙.
The ubiquitous Mister Softee (Photo: Elena Kadvany)
1956 was Year Zero for the mobile ice cream vendor. The first soft whip ice cream truck to venture onto the streets of suburbia✱ was the brainchild of two Irish migrants to America, William and James Conway, living in Philadelphia. The initial ice cream run was prompted by St Patrick’s Day celebrations with the two brothers selling green-coloured ice cream in cones to the local West Philly community𝟚. The single van quickly morphed into a franchise business under the name “Mister Softee”, with headquarters in Runnemede, New Jersey, since 1958. At the height of the Mister Softee phenomena (late 1960s) they were operating 1,000 trucks across 15–18 American states. Today, the Mister Softee operations, still owned today by the Conway family, has scaled back the number of trucks as a consequence of both the growth of competing business and a national drop in the consumption of ice cream𝟛 (‘A Brief History of Mister Softee’, Daniela Galarza, Eater, 17-Jul-2015, www.eater.com).
Marchetti Bros ice cream van, 1980s Glasgow
A deadly serious side to the business
The sensory pleasures, the nostalgia, associated with the iconic ice cream van masks a darker chapter in its history. Glasgow in the UK in the 1970s and 80s was blighted by the growth of vast housing estates in its peripheries. With massive unemployment and a lack of infrastructure servicing these estates, the city’s ice cream van vendors experienced a boom in business𝟜. The success elicited interest from Glasgow’s organised criminal gangs who sought to muscle in and use the trade’s popularity to sell drugs, bootleg commodities like cigarettes and even weapons. Rival gangs vied for a piece of the action, resulting in turf wars. The gangs employed intimidation and violence to coerce van drivers and owners into cooperation…in a notorious incident one local driver, Andrew Doyle, refused, with fatal consequences. Doyle worked for one of the “competing ice cream factions” (Bloomberg) in Glasgow, Marchetti Bros. After a failed attempt to kill Doyle on his ice cream van route, a rival gang succeeded in murdering the recalcitrant driver along with five members of his family in an arson attack on their home. Two men were convicted and sentenced, but were ultimately released on appeal after spending two decades in prison.
Mr Whippy Clones (Photo: 9Nine.com.au)
Generic Mr Whippy and the Clone Cone Vans
The popularity of Mr Whippy unsurprisingly has spawned numerous imitators wherever the original has had a retail impact. So much so that the name “Mr Whippy” today is a generic term for any ice cream truck selling the familiar soft-mix in single cones. Trademark holders of the name—such as Mr Whippy P/L/Franchise Food Co in Australia—have attempted to make small, independent operators in the field comply with their exclusive right to use the name and the playing of ‘Greensleeves’. Consequently, many imitators resort to using names that echo the famous original, eg, “Mr Softy”, “Mr Soft Serve”, and “Miss Whippy”, whilst continuing to offer up the standard menu of soft-serves, sundaes and milkshakes.
NYC’s ice cream turf war
Across the Pacific the premier US soft-mix seller Mister Softee has been embroiled for years in an acrimonious turf war with an upstart competitor. A disgruntled former employee started his own rival ice cream truck business which infringed Mister Softee‘s trademark by blatantly copying it’s blue and white colour scheme, cursive lettering, mascot and distinctive jingle, not to mention ripping off its name. Mister Softee took the copycat “Master Softee” to court, forcing it off the road. Master Softee responded by rebranding itself as “New York Ice Cream” and allegedly launching a campaign of intimidation against Mister Softee drivers (‘As Summer Begins, NYC’s Soft-Serve Turf War Reignites’, Stefanie Tuder, Eater, 30-May-2017, www.eater.com). For its part, Mister Softee hasn’t been entirely squeaky clean in the affair, it resorted to hiring private eyes to spy on the movements of New York Ice Cream’s drivers.
early Good Humor vending truck (Source: mahoninghistory.org)
Endnote: From special treats for the elite to mass consumption item
The ice cream van made the frozen confectionary more accessible to more people but it wasn’t responsible for its popularity with the public. The treat itself goes way back. Imperial rulers in antiquity such as Alexander the Great and Roman emperors Nero and Claudius were known to have a sweet tooth for snow and ice concoctions flavoured with honey and nectar and other fruits. “Cream Ice” desserts graced the royal dinner tables of English and French monarchs in the 1600s. US presidents Washington and Jefferson were big fans (‘The History of Ice Cream’, IDFA (International Dairy Foods Association), idfa.org ). In the 20th century the imposition of prohibition in America—together with technological improvements—more efficient refrigeration and better ice cream production methods—were a catalyst for the widespread popularising of ice cream in society…the nationwide ban on booze and bars left a void which ice cream and ice cream parlours rapidly filled (‘Why Ice Cream Soared in Popularity During Prohibition’, History Channel, 28-Jan-2021, www.history.com).
Photo: Manchester Evening News
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✱ not necessarily the first mobile ice cream vehicle though…in 1920 Harry Burt in Youngstown, Ohio, began selling his “Good Humor” chocolate-coated ice cream bars from Ford trucks equipped with rudimentary freezers
𝟙 in New Zealand the franchise passed into the hands of ice cream manufacturer Tip Top
𝟚 William and James at the time worked for Sweden Freezer, a leading manufacturer of ice cream machines in the US
𝟛 to about 350 franchisees and 625 trucks
𝟜 the ice cream vendors also were purveyors of household staples (milk, bread, newspapers, etc) for the estates’ residents
Dix’s 1920 ‘The Skat Players’
The artworks on display, all done in oil and charcoal on canvas, are a part of larger collection of Nix’s paintings and drawings entitled ‘The Boys from Cockatoo’, focusing on a range of work activities relating to the shipyard including catching the ferry to work, ship repairing and labouring, union meetings, blacksmith shop, the drawing office, the canteen, etc.
‘The Boys from Cockatoo’ series had its public debut in 2008 with a 20-painting exhibition at the Australian National Maritime Museum, which Nix later expanded on to add new works inspired by his memories of the variety of day-to-day routines undertaken by workers at Cockatoo Island.
figcaption class=”wp-element-caption”>Turn-of-the-century “degen” lit
